68 



ANNALS OF Camden 

No. 3 



I 92 I 



BY 

CHARLES S. BOYER 



Wonoj^raph 



ANNALS OF CAMDEN 

No. 3 
OLD FERRIES 

CAMDEN, NEW JERSEY 



AN ADDRESS 
DELIVERED BEFORE THE CAMDEN COUNTY HISTORICAL SOCIETY 



CHARLES S. BOYER 

OCTOBER II, 1911 



PRIVATELY PRINTED 
I 9 2 I 






Edition limited to 250 copies 

This is No. *< 



©CIA630889 



Copyrighted by the Author 
1921 



DEC 19 '2 



OLD FERRIES 

CAMDEN, N. J. 



In this age of inventions, improvements and ever-changing modes 
of transportation, the ferry boat is still an important factor in carry- 
ing the traveller across that "goodly and noble" river which forms the 
boundary between the two Quaker Colonies of New Jersey and Penn- 
sylvania. Philadelphia, although founded several years after the first 
settlers had arrived in West Jersey, soon became the chief town in the 
Western World and the trend of travel, which it was originally ex- 
pected would be towards Burlington, soon led in that direction. The 
demand for transportation facilities over the Delaware river was a 
natural sequence of the influx of settlers into the lower part of West 
Jersey; many of the newer arrivals had friends, or relatives in the 
metropolis and all of them had business relations with its merchants. 
Animated by the same spirit which led these yeomen of Yorkshire and 
London to forsake their comfortable homes and seek new habitations 
in the wilderness of America, they attacked the problem and found its 
solution in a legally sanctioned ferry, which, while privately operated, 
was even at this early day subject to public regulation. 

The first ferry between New Jersey and Philadelphia was sanc- 
tioned in 1688 by the County Court of Gloucester. The order of the 
Court was : 

"Therefore we permit and appoint that a common passage or 
ferry for man and beast be provided, fixed and settled in some 
convenient and proper place between ye mouths or entrance of 
Cooper's creek and Newton creek, and that the government, 
managing and keeping of ye same be committed to ye said 
William Roydon and his assigns, who are hereby empowered and 
appointed to establish, fix and settle ye same within ye limits 
aforesaid, wherein all other persons are desired and requested to 
keep no other common or public passage or ferry." 

William Roydon, the first ferryman, was enjoined to provide good 
and sufficient boats which were "to be in readiness at all times to ac- 
commodate people's actions." The rates were fixed at six pence per 
head for each person, twelve pence for man and horse, or other beast, 
and six pence per head for swine, cattle and sheep. 



There is a great deal of confusion in tracing the various ferries 
between Camden and Philadelphia. In Pennsylvania, the Proprietary 
Governor, at first, claimed the right of granting ferry privileges, but 
this was steadily resisted by the City Council of Philadelphia, and 
the latter was finally conceded the authority. In West Jersey, the 
Gloucester County Court early exercised the prerogative, as has been 
noted in the authority given William Roydon. Since the ferries re- 
quired landings on both sides of the river, and each State exercised 
the right within its own limits, it very often happened that the ferry 
was known by one name in Pennsylvania and by another in New 
Jersey. They most often took the names of the proprietors of the 
hotels adjacent to their landings, for it should be remembered that 
ferry rights were considered a profitable adjunct to the hotels, which 
on the Camden side, were all located on the river bank. Another 
factor causing confusion in distinguishing between the ferries was 
the similarity of names of the several ferry masters. 

The first ferry slips were very primitive affairs, without waiting 
rooms for the accommodation of the public, or coverings of any 
kind over the slips. In later years, rough board sheds were erected 
and provided with a stove in the middle of the room, around which 
the half frozen ferrymen with their strong cigars, or rank pipes, would 
huddle. It was, therefore, easy to understand why the old hotels 
became so popular and left such an indelible impression upon the early 
travelers who were compelled to wait for the arrival or departure of 
one of the ferry boats. 

Connected with each ferry, and about midway between the slips 
and hotels, were large stables and sheds for the accommodation of 
the farmers when bringing their products to the Philadelphia markets, 
for at first the ferry facilities for horses and wagons were crude, 
uncertain and expensive and this marketing was usually carried across 
the river in baskets. There was at each ferry also a large piece of 
ground covered with shade trees and fitted up with various sorts 
of amusements and the indispensable bar or bars, at which both soft 
and hard drinks could be obtained on tickets furnished by the pro- 
prietor, or assistant, upon the payment of a fee for the privilege of 
playing at any one of the games then in vogue at such places. 

When the original ferry privilege was granted, the Gloucester 
Court as already noted, established the rates to be charged, but these 
were soon ignored and the ferryman exacted all he could out of his 
passengers. 

From a charge of six pence for a single passenger and twelve 



5 

pence for a man and horse, the toll was gradually raised to nine pence 
and two-shillings-six pence respectively. These advances caused a 
protest from the traveling public without securing any relief from 
the ferry masters. The matter was then taken to the Legislature, 
but the ferry interests were powerful enough to prevent any immediate 
action being taken. The ferry situation is interestingly shown in 
the letter addressed by Samuel and William Cooper, in 1782, to the 
members of the Legislature from Gloucester County in defense of 
their position.* In this letter are given the old and new rates of 
fare and the former and present cost of operation, as follows : 

Rates of Fare Present Formerly 

A single passenger £0-0-9 £0-0-6 

Two or more passengers, each 0-6 0-4 

A single man and horse 2-6 1-6 

Two or more men and horses, each 2-0 1-0 

Single cattle 3-0 1-6 

Two or more cattle, each 2-6 1-0 

Dead "Hoggs" 0-6 0-4 

Sheep, each 0-4 0-2 

Live "Hoggs," each 0-8 0-4 

Calves, each 0-6 0-4 

Beef per quarter 0-6 0-4 

A two horse load of fish 3-9 2-6 

All empty carriages per wheel 1-6 1-0 

Lumber per thousand 6-0 6-0 

A full barrel or chest 1-0 0-8 

A full hogshead 3-9 2-6 

Grain or salt per bushel 0-4 0-2 

Flour per centum 0-6 0-4 

Iron per ton 7-6 5-0 

Hen "coobs" in proportion to size 

Expenses £ S D £ S D 

Ferrymen's wages per month 5 2 

New horse boat 60 28 

New wherry 40 22 

Oars per feet 1 4 

Sails per "sute," wherry 7 10 2 

Sails per "sute," horse boat 18 6 

Boat builders wages per day 15 6 

* See Dr. C. E. Godfrey in Pennsylvania Magazine, Vol. XXIX (1905), p. 503. 



No immediate action was taken by the Legislature towards regu- 
lating the ferry charges, but in 1799 the entire question of supervision 
and control over the ferries was placed in the hands of the local 
Boards of Chosen Freeholders. As the latter bodies were even more 
susceptible to manipulation and influence by the ferry masters and 
hotel keepers, a long-suffering public was compelled to wait for many 
years before any relief was secured, at least in Gloucester County. 
In the meantime, the ferry charges had been gradually increased 
without any material increase in the service rendered. So arbitrary 
and grasping, however, did the ferry masters become, that, on May 
9, 1821, the Board of Freeholders of Gloucester County was forced 
to take notice of the many protests and did finally pass a law minutely 
regulating the maximum rates which could be legally collected by the 
ferrymen. Among the rates specified was a charge of six and one- 
quarter cents "for each passenger, including the privilege of carrying 
three baskets, or what is equivalent thereto." The ferrymen were 
permitted to collect double this rate between the first day of December 
and the first day of March. These charges were also soon forgotten 
and the rate of fare became twelve and one-half cents in the Summer 
and twenty-five cents in Winter. About 1830, the seasons were fur- 
ther divided and the Summer rate was made six and one-quarter cents, 
the Spring and Fall charge was twelve and one-half cents, while in 
Winter the rate was twenty-five cents, but for those persons living in 
Camden, or for any one living in Philadelphia and following a regular 
business in Camden, the fare was one dollar per quarter. These 
persons were known as "Quarterly Passengers." The crafty ferry- 
men always collected the fares from his passengers before the boat 
left its landing. "Quarterly Passengers" were compelled to wait until 
-some countryman came along with marketing and the cash fare before 
the ferryman would start a boat. After the cash passenger was 
aboard the quarterly passengers in sufficient numbers to fill the boat 
would be accommodated. 

The travel across the Delaware in these early days was carried 
on in long wherries, holding twelve to fifteen persons, and propelled 
by sails and oars. The boats had sharp bows decked over for a 
few feet back from the stem and provided with iron shod "skids," 
or runners, on either side of the keel, and in every case with a long 
rope attached to the bow. During the Winter Season, the passage 
across the river was often a long, tedious and laborious trip. At that 
season of the year the boats were usually maneuvered by four men, 
one sitting on the deck with a boat hook in hand, two others at the 








«k 



Si 




i: 

i 




oars and the fourth man at the helm. If the ice in the river was 
strong enough to bear the boats, they were, with the assistance of 
the male passengers, who were pressed into service, pulled out of the 
water and dragged along over the ice. This was a more or less 
dangerous operation, the boatmen frequently getting an unwelcome 
plunge into the icy water, while sometimes a passenger, or boatman, 
or both, were drowned. Elizabeth Drinker cites an accident of this 
sort which occurred on February 10, 1782, when "four or five persons 
were drowned crossing ye River, pushing ye Boat off ye Ice into ye 
water." 

There was also another class of boats, called "horse boats." These 
were much larger than the wherries, more like the present-day scows, 
and were for the transportation of horses, carriages and cattle. It 
was only under favorable conditions that these crafts made the trips, 
as they were very unwieldy and could be operated only when the 
wind was favorable. 

The next advancement was the "team boat," a much larger craft, 
in which horses or mules furnished the motive power. They were of 
two kinds. In one, four or five horses were placed on each side of the 
boat on a circular tread wheel, and the paddle wheels, arranged like 
the "side wheel" steamboat of later days, were turned by means of cogs 
and gearing connected with other cogs on the shaft of the paddle 
wheels. The horses were hitched to strong timbers and by a forward 
movement of the feet caused the tread wheel upon which they stood to 
revolve and thus operate the gear wheels. The other type of "team 
boat" had a large revolving wheel in the middle and the horses, which 
were attached to it, by walking around in a circle, caused this wheel to 
revolve and through gears rotated the paddle, or bucket, wheels. The 
"team boat" of this style consisted of two complete hulls, united by 
a deck or bridge, but separated far enough apart to allow the paddle 
wheel to be set between them. They were sharp at both ends and 
could be propelled either backward or forward with equal ease. The 
"team boat" ferries were very popular and received the greater at- 
tention, first, because they were thought to be more economical to 
operate than any other type of ferry boat ; and second, because of the 
exclusive rights to steam as the motive power claimed under the 
Fulton-Livingston patents. 

The first steamboat to be propelled by steam to cross the Delaware 
river was the "Camden," built in 1810.* Her engine, a horizontal 

* Fisler, p. 23, Wescott & Scharf, Vol. in, p. 2137; Judge P. J. Gray in "The 
Camden Mail," July 23, 1845. 



one, was built by Daniel Large, of Philadelphia, who with Joseph 
Bispham and several others operated the boat from the Middle Ferry 
(at the foot of Cooper street) to the slip at the lower side of High 
(Market) street, Philadelphia. It was a small undecked boat with 
side wheels, or paddles, and was used for passengers only. This 
was followed by others as will be noted later on. 

All of these early steam-boats were without cabins and were 
very small and of slow speed. Wood was used to generate steam, 
the boilers being exposed to the weather at all times. The pilot, or 
steersman, as he was then called, stood upon an elevated bench on 
the deck so as to enable him to see over the heads of the passengers, 
and controlled the boat by a long wooden, or iron, tiller. It was not 
until about 1835 that any of the ferry boats were provided with cabins. 

These primitive crafts used to come to the landing places "side- 
wise" instead of "end to," as is now the case. 

The following notice which appeared in "The Pennsylvania Ga- 
zette" of March 5, 1761, will give a good idea of the means of com- 
munication between West Jersey and Philadelphia in the early days : 

"As the Mayor and Corporation of the City of Philadelphia 
have been pleased to grant me the Privilege of a FERRY, now 
carried on from the lower end of Arch-Street, at the Sign of 
The BOY AND BOAT, to the two Ferries of Messieurs 
COOPER'S, in New-Jersey, directly opposite to this, I beg leave 
to inform the PUBLIC, that I have built a large, commodious 
House for the Entertainment of all Travellers, with Out-houses 
and Stores; also a Number of well built Boats, calculated and 
fitted for a Ferry. And for accommodation of those who shall 
be pleased to favour me with their Custom, I have also added 
to my old Wharff a new Shp, which extends between 40 and 50 
Feet out in Delaware, to Low-water Mark, and have fixed a Pair 
of Steps to the Side of my Wharff, which makes Landing, any 
Time of Tide, safe and pleasant for Passengers, easy for Car- 
riages, Horses, Hogsheads, Barrels, or any Merchandize. The 
Out-houses and Stores are particularly intended for the Use and 
Security of the Goods of Market People. Dispatch, Industry 
and great Care, with due Attendance, will be given by SAMUEL 
AUSTIN, at the NEW FERRY-HOUSE." 

Samuel Austin was succeeded by his son, William* described 



* Samuel Cooper of Cooper's Point gives an interesting account of "Bill" Austin 
and 23 others fitting out a foraging expedition which put into Duck Creek, and 
secured 200 barrels of flour. Before they got out of the creek, however, they were 
overtaken by the Militia and all but four of the party were killed. Penna. Magazine 
of History, Vol. X, p. 36. 



as a yeoman, who. in 1778, «as proclaimed a traitor '» 'he P^P"';;, 
cause This ferry, in various accounts, is designated the New Jer 
" "TTnnpr Ferrv " or "Cooper's Point Ferry. 
''At 2'vry beginning of the struggle for freedom the strategic 
valutof the [erries was^ recognized by both the c.vl and m.htary 
luthork e While the British and Americans were contendmg o. 
supremacy around New York the following not.ce appeared m the 
"New York Gazette" of August 5. 1776.* 

"The Public are desired to take Notice, That no Person what- 
ever either Male or Female, above the age of 14 years w,ll be 
permitted to pass any of the Ferries in the State o New Jersey, 
without a proper pass from the Place they leave. 

This was followed by a resolution _adopted by the State Convention 
at New Brunswick on August 10, 1776.1 

"That to prevent Desertion, no person or persons belonging 

It was further directed that troops in the services °f 'he Colonies, 
when provided with proper passes, should P^y ""'^ °"-*' f,* , " 
ria-e usually paid by such persons as were not m the said service. 
"'-The above'regulltions applied to the e-tire State but to make the 
local situation more secure, as soon as it was bought that he British 
would move towards Philadelphia, the Pennsylvania Council of Safety 
rdoMersIringent orders for the control of the passage across the 
Derare req'uiring that every person before being permitted to ps 
over the Ferries with fire-arms must have a special permit from 



Two other resolutions adopted by the Council o Safety in the 
early part of December. 1776. are worthy of note at this time as they 
directW bear on the importance attached by the civil authorities to 
t question of a proper' defense of the City of Philadelphia. They 
were as follows: 

"Resolved, That the Ferryman of the City & LJ^^^^^^^^^ 
immediately take over to Coopers' Ferries ^^^^ f^.f ^^f^"^^^^^^^^^^ 
the two large flat bottom boats belonging to this btate, now ai 



* See N. J. Archives, 2d Series, Vol. I, p. 160. 
See N. J. Archives, 2d Series, Vol. I, p. 169. 



10 

Kensington, under the care of Captain Benjamin Eyre, to trans- 
port the Maryland flying Camp across the Delaware to this 

City." 

"Resolved, That Jacob Hinman and John Clew be permitted to 
continue at the old Ferry, it being expected that troops from New 
Jersey will Pass over to this City, and that they may be wanted." 

When the British occupied Philadelphia, the ferries afforded an 
important means of American spies, under the guise of selling pro- 
duce and farm products, getting into the city, and it became necessary 
for the English military authorities to adopt similar tactics against 
the Continentals. This was done in a proclamation issued by order 
of James Galloway, Superintendent General, on January 15, 1778, 
according to which only two ferries, known as "the Old and New 
Ferries in Water-Street, near Arch Street," were allowed within the 
environs of Philadelphia, and that, 

"no person or persons whatever presume to cross the river to the 
Jersies, or land from thence, at any other places than the above 
mentioned ferries, nor cross from these ferries but by virtue of a 
pass under the hand of one of the magistrates of which the ferry- 
men and all others are hereby directed to take notice, and govern 
themselves accordingly, on pain of imprisonment."* 

In the early days there were ferry landings on the New Jersey 
side at Cooper's Point, at Camden and at Kaighnton, those at Camden 
being located at Cooper street. Market street and in the vicinity of 
Federal street. The numerous changes which have taken place all 
cluster around these points and to-day the ferries are located at some 
point in each of these divisions.f 

Starting at Cooper's Point, we find that there had been a ferry 
/established there prior to 1708. In that year William Cooper, the 
emigrant, conveyed to his son, Joseph, a certain tract of land "in- 
cluding the ferry at Cooper's Point." The latter conveyed the ferry 
to his son, Benjamin, in 1728, who operated it until July 1, 1769. 
when it came into possession of Samuel Cooper. In 1739 Benjamin 
Cooper was assessed six shillings for the ferrying privilegel by the 
Board of Freeholders of old Gloucester County, and in the same 
year was granted a license to keep a public house by the Court of 

* Pennsylvania Evening Post, Jan. 15, 1778. 

t Much information about the local ferries is to be found in "The Camden Mail" 
for July 23-30, 1844, and in Fisler's "A Local History of Camden." 

t Under the tax law of 1769, every ferry in the Colony was to bo assessed at not 
less than ten shillings nor more than ten pounds. 



11 

the same county. Samuel Cooper built the ferry-house, afterwards 
known as Cooper's Point Hotel. In 1762, in order to attract the 
country trade, a road was laid out from the bridge over Cooper's 
creek at Spicer's Ferry to Cooper's Point, which afterwards became 
Main street on the Camden City plan. About 1800, the ferry was 
conveyed to William Cooper, by whom it was operated, or owned, 
until 1849. Among those who conducted the ferry during William 
Cooper's ownership was William Ridgeway, who in 1828 was elected 
as the representative of Cooper's Point in the first City Council of 
Camden. This ferry was long known as the "Upper Ferry," or 
"Upper Billy's Ferry," but, during its operation by William Cooper. 
became better known as "Uncle Billy's Ferry," and was a popular 
stopping place for travelers, particularly "Jerseymen." 

He was wealthy, but, in the earlier days, saw to the starting of the 
boats himself and that the passengers would get aboard in time. To 
these early travelers, his familiar cry, "Over to Arch Street, All 
aboard, Over to Arch Street," was a welcome sound, while at the 
Arch street landing, the ferrymen would call out "Over to Billy 
Cooper's, All aboard." 

"Uncle Billy" was recognized as the leader in all movements by 
the other ferry masters on both sides of the river. He always set the 
time when the steamboats were withdrawn and laid up for the Winter, 
or until every particle of ice had disappeared. A long-suffering com- 
munity anxiously awaited the date when "Uncle Billy" again put his 
steamboats into service. 

About 1813, William Cooper built the "Rebecca" (nicknamed the 
"Aunt Becky," or the "Wheelbarrow"). This boat was a novelty, 
because she had a wooden boiler with the staves clamped together 
with iron bands, like a barrel, and with iron flues, the water being 
contained in the wooden shell. The next boat appears to have been 
the "Citizen," about which little is known. 

In July, 1829, it was announced that the team-boat "Independ- 
ence" was running between William Ridgeway's ferry at Cooper's 
Point and Samuel Browning's ferry at Poplar Lane (Kensington).* 

The ferry was owned by William Cooper until 1849, as already 
noted, when he transferred it to his son, Joseph W., who the follow- 
ing year incorporated the Cooper's Point Ferry Company with Joseph 
W. Cooper, William F. Reeve, Emmor Reeve, Isaac H. Wood, William 
Cooper, Benjamin W. Cooper, and William C. Champion — all closely 
connected with the Cooper family — as directors. It continued, how- 

* The American Star and Rural Record, Nov. 18, 1829. 



12 

ever, to be operated under the direction of Joseph W. Cooper until 
1854, when the Camden and Atlantic Railroad Company obtained 
possession. The latter company operated the ferry for about one 
year, when it again reverted to its former owners, who now formed 
a new corporation known as The Cooper's Point and Philadelphia 
Ferry Company, under authority of an act of the Legislature passed 
February 20, 1856. At this time the ferry slip was on the south 
side of the railroad track, at the foot of Vine street. This ferry house, 
familiar to some persons of the present day, was a very primitive 
affair. In the center was an open driveway for teams and persons 
to get on and off the boats, while on the lower side of this driveway, 
or slip, was a small waiting room, and on the upper side was a bag- 
gage room for use of the railroad. 

The ferry was again purchased by the Camden and Atlantic Rail- 
road Company on January 24, 1872, and operated in connection 
with its train service, until the control of the latter was obtained 
by the Pennsylvania Railroad Company on February 22, 1883. The 
price which the Camden and Atlantic Railroad paid for the ferry 
was $76,800, and within the next year it expended an additional 
$32,000 in repairs to the boats and slips. In 1880, the new ferry 
house at the foot of Wood street was built and slips were also pro- 
vided for the recently acquired "Shackamaxon Street" boats as well 
as for a boat to run to Market street, Philadelphia. 

During the early days of this ferry its landing on the Philadelphia 
side of the river was at some point in Kensington, probably about 
where the present Shackamaxon Ferry now lands, but this was 
changed to Arch street and later, on alternate trips, the boats landed 
at Arch street and Poplar street. From about 1855, the landings were 
all made at Vine street, Philadelphia,* except during a short time, about 
1857, when a boat was also operated to the landing at the upper side 
of Market street. After the completion of the Camden and Atlantic 
Railroad, this ferry became the scene of much activity, being often 
called, "Philadelphia's Front Door to Atlantic City." In the light 
of present day ferry facilities, the editorial in the "West Jerseyman" 
of September 3, 1851, stating that on August 29th of that year the 
"Cooper's Point" was sunk by being overloaded with cattle, gives 
some idea as to the size and capacity of the ferry boats of that period. 

Among the other boats operated on this line after it became a 
stock company were the "Cooper's Point" (the second of this name), 

* Before the establishment of a ferry at Vine street, there was maintained there 
a public landing, known as Penny Pot Tjandlng, so called from a tavern of the same 
name which then stood on the north side of Vine street near Water street. 



13 

built in 1853 ; the "Kensington,"* which ran to Poplar street, Phila- 
delphia; the "Leo," built in 1855, the first boat to run to Vine street, 
Philadelphia; the "Tallaca," a boat 110 feet in length and 40 feet 
beam, built in 1858; the "Arasapha," built in 1860; the "Atlantic," 
built in 1865, and the "Cooper's Point" (the third boat of this name), 
built in 1879, and re-built in 1886, after it had been badly damaged 
by fire; the "Suffolk County," brought here from New York in 1895, 
but found, after a short time, to be unsuited for this service and re- 
turned to its home port. The "Arasapha" was the first ferry boat with 
a beam engine to operate on the Delaware river. 

The Kensington and New Jersey Ferry Company was organized 
in 1866, by William Cramp, Jacob Neafie, Alexander Fox, Joseph 
F. Gillingham and Charles M. Lukens, to operate a ferry between 
North Point street, Camden, and Shackamaxon street, Philadelphia. 
The company began operating its first boat, the "Shackamaxon," on 
July 28, 1866. In May, 1880, this ferry was purchased by the Camden 
and Atlantic Railroad Company, and its landing in Camden combined 
with the ferry to Vine street, Philadelphia, as already noted. 

The ferry at Cooper street was the oldest one on the river, its 
ferry privileges, according to Judge Clement, f having been granted 
to William Roydon, by the Court of Gloucester County in 1688. How 
long Roydon maintained the ferry is not known, but Mickle says it 
"seems to have gone down before 1695." In the latter year Daniel 
Cooper applied to the Gloucester Court for permission to establish 
a ferry over the Delaware river to Philadelphia. This was granted 
and the rates fixed at ten pence for a single passenger or six pence 
each when there were ten or more persons at one time, one shilling 
six pence for a man and horse, one shilling and three pence for a 
horse or cow and six pence per head for sheep, calves or hogs. Daniel 
Cooper died in 1715 and three years later the Pennsylvania Assembly 
passed an act "for erecting a ferry at or near the land of Daniel 
Cooper, deceased." The proprietor of this ferry on the Philadelphia 
side was Armstrong Smith. Under the terms of the Pennsylvania 
Act, Smith was given the exclusive privilege for seven years, and 
the rates of fares were specified not to exceed six pence for a single 
foot passenger, or four pence each when three or more crossed over at 

* There was a ferry boat "Kensington" running between Camden and Philadel- 
phia in 1841-42, but the writer has been unable to connect these two boats. 

t Clement's "Early Settlers, etc.," p. 96 He says "The exact position of this 
ferry upon the rivei front is not now known; it was probably between Cooper street 
and Market street, as Roydon's survey extended taut a short distance above the 
first named street." Many historians state that the Roydon ferry ran from Glou- 
cester to Philadelphia (Wicacoe), but a careful reading of the Court license shows 
that it was to be "fixed and settled in some convenient and proper place between 
ye mouths or entrances of Cooper's creek and Newton creek." 



14 

the same time, while the rate for one horse and rider was one shilhng 
six pence, or three or more in the party, one shilhng. The privileges 
of this Act having expired, the Pennsylvania Assembly, in 1727, 
passed a law "for establishing a ferry from the City of Philadelphia 
to the Landing at or near the house of William Cooper'' and placed 
the control of the ferries in the "Mayor and Commonalty of Philadel- 
phia," requiring, however, that the ferrymen must live near the 
landing at High street and must not charge more than four pence 
for the passage of a single passenger, or if two or more are taken 
over at the same time, not more than three pence each. The rate 
for a single horse and rider was fixed at one shilling, but if two or 
more offered themselves on the same trip the charge was not to 
exceed nine pence each. The law prohibited any other ferry being 
established, except by the consent of the Mayor and Commonalty, 
within two miles of the landing at High street. Sylvanus Smout 
was selected as ferryman and worked in conjunction with William 
Cooper, but in 1735, when the former act had expired and a new 
one adopted, William Rawle, a brother-in-law of William Cooper, 
was granted a lease for seven years of the ferry privilege in Philadel- 
phia and it remained in the Rawle family until 1769. 

The title to the ferry on the New Jersey side remained in the 
Cooper family continuously from 1695 until its abandonment about 
1850. In some of the old records it is called "Richard M. Cooper's 
Ferry," and in 1833, according to entries in the Gloucester County 
Road Books, it was known as "Abigail Cooper's Ferry." 

The ferry was successively managed by Daniel Cooper, William 
Cooper, Richard M. Cooper, James Bispham, James Springer,* 
Benjamin Reeves, Ebenezer Toole and Joseph and Israel English. 
In 1739, the ferry of Daniel Cooper was assessed by the Board of 
Freeholders of Gloucester County ten shillings against a tax of six 
shillings for the ferry at Cooper's Point, showing that at that time 
this ferry was the more important one. In 1748, a license was granted 
to Daniel Cooper for a public house. This ferry is best known as 
"English's Ferry." The first steamboat on the Delaware, as already 
noted, is said to have been the "Camden," built by Daniel Large and 
James Bispham in 1810, and ran from Cooper street then kept by 
James Springer, to the lower side of High (or Market) street, Phila- 
delphia. In 1812, the Philadelphia landing was transferred for a 
short time to the upper side of High street. Exactly how long the 

* James Springer formerly was a tavern-keeper at the High street ferry, Phila- 
delphia. 



15 

steam ferry-boat "Camden" was operated is not known. It is quite 
likely, however, that when the Pennsylvania and New Jersey Steam- 
boat Company secured the exclusive rights to operate steamboats, 
as will be noticed in connection with the Kaighn's Point Ferry, the 
"Camden" was converted into a "team boat." In Paxton's Philadel- 
phia Directory for 1819, mention is made of the "team boat Camden," 
and it is hardly probable that there were two boats of this name in 
operation at the same time. 

In 1813, the "Accommodating Steamboat," the "Twins," of 
which Liba W. Kellum was captain, ran from Cooper street to Poole's 
Ferry at the upper side of High (Market) street, Philadelphia. The 
"Franklin," "Benjamin Rush" and "Lehigh" were built by Benjamin 
Reeves during his occupancy of this ferry. These were all double, 
or twin, boats with their wheels in the center, and were of the most 
crude construction, of slow speed and uncertain performance, as could 
be confirmed by many of the older residents, who were occasionally 
compelled to spend the greater portion of the night aboard them, 
while they struggled to get through the ice floes. 

Benjamin Reeves gave up the ferry at Cooper street about 1820 
and moved to the Federal street ferry, but in 1824 he took over the 
ferry at the upper side of Market street, Philadelphia. In the latter 
year he announced that he 

"has added a Team Boat to his line of FERRY BOATS, plying 
from the upper side of Market street to Joseph English's ferry,* 
at Camden. This line now consists of two Steam Boats, on 
the low-pressure principle (operating by very low steam), one 
Team Boat, and several Wherry-Boats. By the employment of 
all these Boats on the same Line, the Subscriber feels fully war- 
ranted in assuring the Public that much facility will be given to 
passengers, and very little delay in waiting for Boats will occur, 
so that generally, as soon as one Boat leaves the wharf another 
will be ready to take her place." 

After Reeves moved to Philadelphia, Ebenezer Toole conducted 
the ferry and hotel from 1820 to 1828 or '29. Soon after taking over 
the ferry Toole announced that the teamboat "Ridgeway" would run 

* The English's ferry here mentioned is not the one commonly known by this 
name but refers to the ferry at the foot of Federal street and was conducted by 
Wessel and English from about 1824-1827. Joseph English was a man of consider- 
able means, as is indicated by the assessment of 1835 of his interests in the ferrj- 
and other personal property amounting to about $15,000, on which his tax was $33.40, 
farm lands were not taxable. Israel English was at the same time returned by the 
assessors as a single man and was one of the three young men in the city holding 
taxable property. 



16 

to Charles H. Fish's lower side of Market street, Philadelphia.* It 
was while so occupied that he became active in the affairs immediately 
preceding the incorporation of the City of Camden. It was at his 
hotel that the first meeting was reputed to be held at which definite 
plans were adopted to petition the Legislature to set apart a portion 
of old Newton Township as a separate political unit of the State. 
This explains why he was elected as one of the first members of City 
Council to represent Camden, and not as a representative from 
Kaighn's Point, with which section he is most frequently connected. 

When Toole bought the Kaighn's Point hotel and ferry, the 
ferry and hotel at Cooper street passed to Joseph English, who operated 
it until about 1838, when he was succeeded by his son Israel. It was 
during the English regime — father and son — that the Cooper street, 
or Middle Ferry, ret«ived its greatest impetus and reached its highest 
state of development. The ferry landing was then midway between 
the present Point street and Delaware avenue on the north line of the 
street. 

In addition to the boats already mentioned, the "Vigilant" and 
"Delaware" were two others operated on the Cooper street line, the 
former seeing only a few weeks service, when it was burned to the 
water's edge (July 13, 1828), f while the boiler of the latter exploded 
in October, 1837, causing the death of two persons, but was rebuilt 
and remained in active service for a number of years. The "Vigilant," 
which belonged to Richard M. Cooper, was said to have cost eight 
thousand dollars. 

During the greater part of the period when the Cboper street 
ferry was in operation, the boats ran to the lower side of Market 
street, Philadelphia, variously known as Thome's, Fish's, Burr's, 
Scattergood's and Stockton's Ferry. Israel English and Hudson Burr 
announced, in 1840, that they had united in one line the steamboats 
"Delaware" and "Camden." The former was the second and the 
latter the fourth boat with these names. In 1843, Israel English adver- 
tised that his two boats would be operated in the future to Champion's 
Arch street ferry. 

In the early days William Hope operated a wherry from the 
foot of Cooper street to the Philadelphia shore, but whether as an 
independent ferrymaster or as a boatman for English is unknown. 
He was of Herculean proportions and had a powerful voice. It is 
related of him that, such was the power of his lungs, he could be 

* American Star, June 19, 1821. 

t American Star and Rural Record, July 16, 1828. 



17 



heard distinctly, while standing on the Camden bank of the river, by 
persons on the Pennsylvania shore, and would shout to know if 
passengers were waiting for him and if the response was m the 
affirmative would push his wherry across to take his "fare." 

At Market street there were two landings and consequently it is 
difficult to distinguish exactly which landing was used by the several 
ferrymen at this point. 

A ferry was established by Abraham Browning. Sr., at the lower 
side of Market street about 1800, which he operated for about one 
year and then leased to others, the ferry taking the names of its 
successive lessees. James Springer, who had been conducting the 
Cooper street ierr^ appears to have been the first lessee and was fol- 
lowed by Peter Farrow, Benjamin Reeve, Benjamin Springer (1820- 
18^9) Daniel Browning (1829-1830), Wilham S. Paul (1830-1839), 
Thomas P. Clement (1839-1841), John Knisell (1841-1843), Joshua 
Hollingshead and Edward Browning. The latter managed the ferry 
for the heirs of Abraham Browning, Sr., until it was taken over by the 
West Jersey Ferry Company. 

During Benjamin Springer's occupancy, the Washington Team 
Boat Company, of which he was treasurer, operated the "Washing- 
ton" and, from the account books of this company, recently unearthed, 
we learn that it did a very profitable business. This ferry is best 
known as "Browning's Ferry," "Springer's Ferry," "Paul's Ferry," 
or "Middle Ferry." There has always been maintained a service to 
High (or Market) street, Philadelphia and during the incumbency 
of Paul and Hollingshead, also a line to Callowhill street.* 

Daniel Browning, on April 21, 1829,t announced that he had 
leased the ferry formerly conducted by Benjamin Springer, and had 
procured the new steamboat "The Camden." which would be operated 
to Burr's ferry at the lower side of Market street, Philadelphia. 
Within six months, however, the new proprietor, on account of ill- 
health, offered the lease for sale, and on June 9, 1830, William S. Paul, 
the father of Mrs. James S. Cassady, became the lessee, and at once 
applied for a license to keep a tavern in the ferry hotel. This license 
was granted by City Council on July 1st. r u 

In an advertisement appearing in the "Camden Mail" of March 
15, 1843, it was stated that Joshua Hollingshead, who had succeeded 

^I^ording to the "Village Herald." <Woodi™ry) dated February 9^^ 1^^^^^ 
Pallowhill Street Ferry Company was organized in 1825 with Jonathan Kooerts 
PreSt and'Reese Morris arSecretary. How «oon it began oPemtion and Jo what 
Inndine- it first ran is unknown, but from subsequent events it is quite iiKeuy ina^. 
Benjamin Springerlooked after "its interest on tpC Camden side of the river. 

t American Star and Rural Record, Sept. 16, ll82a. 



18 

to the ferry rights at Market street, would operate two boats to the 
landing at the lower side of Market street, Philadelphia, lately known 
as Scattergood's and now controlled by Stockton Brothers, and that 
the steamer "William Penn" would ply, as heretofore, to William 
S. Paul's at the foot of Callowhill street.* "They all land "end to" 
instead of "side to," as the steamers formerly did at the lower side 
of Market street." 

Aside from the "team" and "horse" boats, of which their names 
are legion, the boats which have been most noted in the early days 
are the "William Penn," built in 1839, the "Farmer,"! built in 1843, 
and the "Southwark." 

The West Jersey Ferry Company was incorporated in 1849, by 
the heirs of Abraham Browning, Sr., and at once began an aggressive 
movement to put this ferry in first-class shape, continuing to operate 
a line to Market street, Philadelphia, and another to Callowhill street 
in the Northern Liberties. The incorporation of this company was 
accomplished in spite of considerable opposition both from City 
Council and a large body of citizens. The chief objection to the 
charter was a section giving authority to the new company to con- 
struct wharves, slips and a ferry house at the foot of Market street, 
Camden, "by which the landing will be rendered useless to the city." 
This section vested the title to the foot of the street in the ferry 
company, although it had up to that time been acknowledged as be- 
longing to the city. At that time, or shortly previous, the ferry house 
was in the old stone building which formerly stood on the east side 
of Front street below Market and the ferry landing midway between 
Front street and the present Delaware avenue. The flats which then 
extended to within one hundred and fifty feet of Front street, were 
filled up. Market street cut through to the river's edge and improved 
slips provided. This company also built the West Jersey Hotel, after 
which the old hotel on Front street was abandoned. In August, 
1850, the proprietors announced that they would, during the Summer 
and Fall, run an all-night boat, and was the first one to inaugurate this 
service. About 1860, the land had been filled up to such an extent that 
a new ferry landing and ferry house was erected further westward. 
This ferry house, which was the first one on this side of the river 
to have a cover over the entire ferry slip, was used until 1876, when the 
new ferry house, familiar to all older residents, was rushed to comple- 
tion in anticipation of the travel to the Centennial Exposition. One of 

* Wm. S. Paul was granted a Tavern license by the Court of General Quarter 
Sessions for the city and county of Philadelphia on September 24, 1841. 

t The American Eagle, January 21, 1843, 



19 



the principal innovations in the new ferry house was the large clock in 
the cupola, which was the first large tower clock to be installed in 

Camden. 

In connection with the improvements which the company made 
during the ''fifties" was the sub-dividing of the ferry seats by means 
of iron arms, to break up the habit which many of the passengers 
had of stretching out and taking comfortable naps on the seats during 
the trip across the river, and, in consequence of the number of seats 
occupied, compelling other passengers to stand. A woman cor- 
respondent in one of the "dailies" in 1858 censured the ferry com- 
pany for installing these "iron bars" because it prevented those women 
who followed the fashion styles of the times from sitting down ex- 
cept "at the serious risk of the 'hoops' and the entire frustration of 
every gracefulness of position." 

In order to attract and hold the trade of the farmers coming 
to market with their produce, the West Jersey Ferry Company opened 
a "Hay and Straw Market" on the south side of Market street, west 
of Delaware avenue, on January 2, 1871. This market was in con- 
stant use until 1901, when it was moved to the east side of Delaware 
avenue, between Arch and Market streets, and finally abandoned in 
1917. In 1883, the Pennsylvania Railroad Company secured con- 
trol of this ferry through the purchase of the stock of the "Brown- 
ings," Edward B. Roberts, and James B. Dayton, Esq., who was 
at the time president of the company. It was about this time that 
the Philadelphia and Reading Railroad Company was making a fight 
for a share of the Atlantic City business, and the Pennsylvania feared 
the former might secure the West Jersey Ferry franchise for its 
recently acquired Atlantic City Railroad. 

When the West Jersey took over the plant of the "Browning's 
Ferry," it acquired in addition to the three boats above named, the 
old ferry house, or hotel, on Front street and all the ground from 
Front street to the river, between Market and George streets. This 
company, during the year 1849, had built the new boats "Mariner" 
and "Merchant," the former at the "dock-yard" of William Cramp 
in Kensington and the latter at Cooper's Point.* This gave it a 
fleet of five ferry boats. The "Mariner" was burned at her wharf 
in Camden, in 1855, but during the following year was re-built by 
Captain John Bender and re-named the "Mechanic." The "WilHam 
Penn" was re-built in 1857. The "Merchant" was in actual service 
until 1865, when she was taken off the line and kept in reserve. The 



* The West Jerseyman, August 22. 1849. 



20 

second "Mariner" was built in 1862, and was at the time the largest 
ferry-boat on the Delaware. During the Rebellion she was sold to 
the Government and used to carry troops in the vicinity of Washing- 
ton and finally, about 1881, was sunk in Chesapeake Bay. Following 
these came the "West Jersey," launched on September 27, 1864, and 
the "America," which was built on the flats then north of Market 
street, midway between Front street and Delaware avenue, and 
launched July 11, 1868. The "America" with the "Mechanic" and 
"West Jersey" constituted the equipment until the advent of the newer 
and more pretentious boats with which we are now familiar. The 
"Columbia" was built in 1876, the "Arctic" in 1879, and the "Baltic" 
in 1881. 

About 1819 there was also a ferry house on the northwest corner 
of Front and Market streets. This ferry was operated by Randall 
Sparks and was known as "Sparks' Ferry." Sparks, in an advertise- 
ment in the "Gloucester Farmer, dated April 27, 1819,* 

"informs his friends and patrons that he has opened a New 
Ferry in Market street near the Bank in Camden, where the best 
liquors and provender for man and beast shall always be in 
readiness with the most competent hostlers and best ferrymen." 

The landing on the Philadelphia side was at the "Old Ferry,"t below 
Arch street, kept by Green and Anderson, and they announced in 
September, 1819,t that they would continue to carry passengers at 
6% cents. There does not appear to be any information available 
as to the names of the boats operated, but they were most likely of the 
team-boat and horse-boat class. § 

When Joseph Latuorno established Vauxhall Garden, in 1818, he 
ran a boat called the "Minette" for about one year, from the upper 
side of Market street, Camden, to the "Old Slip" between Market 
and Arch streets, Philadelphia, for the accommodation of his patrons. 
When the traffic warranted, this boat was operated during the even- 
ings, which was a decided innovation, as all of the regular ferry lines 
ceased operation at sun down. 

The ferry at the foot of Federal street was started by Daniel 
Cooper about 1764, shortly after he had received one hundred acres 
of land along the river from his father, William Cooper, of Phila- 

* See also "ad" of the same date in "The Gloucester Farmer" of July 28, 1819. 

t This slip was called also Rawle's or Peel's ferry landing. 

t "The Gloucester Farmer" of Sept. 10, 1819. 

§ It was at a meeting held at Randall Sparks' ferry house on December 10, 1819, 
that the people of Camden first publicly expressed their opinion on the slavery ques- 
tion. The resolutions adopted endorsed the limiting of the extension of slavery and 
prohibiting its introduction into any new States which might thereafter be admitted 
into the Union. 



21 



delphia. He built the brick building later known as "Toy's," ''Cake's," 
or "Parsons" Hotel, and for many years used as a ferry house. Daniel 
being a strict Quaker refused to permit the sale of liquor in his hotel. 
It was the only temperance hotel, during his day, along the river front. 
This was an unheard of innovation, for at that time, drinkmg was 
almost universal, and his adherence to this policy called down on him 
much adverse criticism from the travelers and stage drivers. From 
Daniel the property passed to his son, Joshua, about 1770, who con- 
ducted it until 1803 or 1804. It was then leased to Richard Thorne 
"for a term of eight years" and at the expiration of the lease Joshua 
Cooper placed its management in the hands of his son, William. 
About this time it got the name of "Lower Billy's Ferry," to dis- 
tinguish it from "Upper Billy's" at Cooper's Point. Some time prior 
to 1820 the property was sold to John Wessel,* who a few years later 
conveyed it to his son, Samuel D. Wessel, and from the latter the 
title passed to Jacob Ridgway in 1832. Under the Wessel owner- 
ship the ferry was run by Joseph Wilde, Benjamin Reeves, English 
& Wessel and Isaiah Toy. Of the former little is known except 
that his boats were all of the "team boat" class. When Benjamin 
Reeves moved from the Cooper street ferry, about 1820, he took with 
him the steamboats "Lehigh" and "Benjamin Rush." The former 
sank suddenly at her dock at Federal street after landing a large 
load of passengers, but was subsequently raised and operated. 

There has been much confusion regarding the two Reeves— Ben- 
jamin and Isaac. According to the Philadelphia Directory of 1821, 
Benjamin Reeves was at that time located in Camden, while in 
1830 he is listed as at Market street wharf, Philadelphia. Isaac 
Reeves is given as the proprietor of the old Market street ferry house, 
Philadelphia, the same year. In 1838, Joseph Cooper, formerly of 
Cape May, announced that he had become proprietor of the recently 
completed Ridgway House at Market street and Delaware avenue, 
Philadelphia, "on the site of the old ferry house, known as Reeves' 

Ferry." 

In March, 1828, Samuel D. Wessel offered "A VALUABLE 
ESTABLISHED FERRY" for sale,t stating that "it was formerly 
known as 'Reeves' and 'English's' ferry and now by name of 
'Wessel's,' ferry and at present occupied by Isaiah Toy." The ferry 
equipment consisted of two steamboats, besides horse-boats and 
wherries and was operating from Federal street, Camden, to the 

* John Wessel was born in 1772 and died in 1827. Together with his wife, Eleanor 
who died in 1798 at the age of 28 years, he was buried in the Wood Burying Ground 
near the old Pavonia Water Works. 

t American Star and Rural Record,. July 16, 1828. 



22 

landing at the upper side of Market street, Philadelphia, formerly 
kept by Benjamin Reeves and later by Isaac Reeves. The property 
to be included in the sale "consisted of a large three-story brick dwell- 
ing and ferry-house, a convenient two-story back building and kitchen, 
together with a large garden, pleasure yard, stable and out building" 
("Parson's Hotel"), Isaiah Toy took the management of this ferrv 
in March, 1828.* 

Benjamin Reeves and Isaiah Toy were partners in the ferry and 
hotel business from 1828 to 1835, the former conducting the hotel 
at the upper side of Market street, Philadelphia, while the latter kept 
the hotel, subsequently known as Parson's Hotel, at the foot of 
Federal street. In 1828, they built the "William Wray"t and "Phila- 
delphia" (nicknamed the "Old Philly"$). John Knisell, who suc- 
ceeded Isaiah Toy in 1838, continued to operate both the "Public 
House and Ferry" until 1840 or 1841, having, in the meantime formed 
a partnership with Isaac Reeves, who controlled the ferry house and 
landing at the upper side of Market street, Philadelphia. Reeves & 
Knisell, in December, 1839, advertised under the caption "Winter 
Ferrying," that "they had placed the powerful Winter boat, the 
"Hornet," at their ferry between Camden and the upper side of 
Market street, and having completed every other requisite arrange- 
ment to ensure a safe as well as a speedy passage across the river 
during the ice season, they flatter themselves that they will be thereby 
enabled to afford the most complete accommodation to every descrip- 
tion of passengers." 

The Camden and Philadelphia Steamboat Ferry Company was 
incorporated on March 5, 1836, by Joseph Kaighn, Samuel Laning, 
Gideon V. Stivers, John W. Mickle, Richard Fetters, Samuel Harris, 
Isaac Vansciver, Isaac Cole and William Carman, who also con- 
stituted its first board of directors. Among the provisions of its 
charter were: (a), that a line of boats between Camden and Phila- 
delphia was to be kept running all the year; (b), that the rate of 
fare for each passenger in the Spring, Summer and Fall should not 
exceed five cents on the steamboats, or ten cents in wherries, and 
maximum rates to be charged for wagons, and sundry articles of 
freight should not exceed those specified in the act, and that the 

* New Jersey Chronicle, Mt. Holly, April 7, 1828. 

t William Wray was the owner of the hotel and ferry house at the foot of Market 
Street (north side), Philadelphia. His estate sold this property to Isaac Reeves in 
March, 1835, for $60,000. He was a very popular grocer who had a store in 1801 at 
5, 7 and 11 Market Street, Philadelphia. 

t The "Philadelphia" was in constant service until about 1846, and during its 
last years was, on account of its dilapidated condition, the target for much complaint, 
and the company censured for allowing the old and inefficient boat on the ferry line. 



23 

Winter rates should not exceed double these rates; (c), that the City 
of Camden should have the right to subscribe to one hundred shares 
of the capital stock of the company and, if the town meeting accepted 
this provision, the city was authorized to select one of the nine direc- 
tors of the corporation; (d), that the franchise unless renewed by the 
Legislature was void after thirty years. 

The City of Camden at a special Town Meeting, held on August 
4, 1836, voted against accepting the right to subscribe to the capital 
stock, the resolution to this end being offered by Philip J. Gray, of the 
"Camden Mail." The Camden and Amboy Railroad Company, in 
1837 or '38, subscribed to 1,271 shares at a par value of $63,550, 
paying for it by transferring its boats, the "States Rights" and "John 
Fitch," the tavern house, known as "Railroad Hotel," and later as 
"Elwell's Hotel," together with the slips and docks, and a number 
of lots adjoining the ferry. From the transportation standpoint the 
principal assets in this deal were the two ferry boats, which had 
been built by the Camden and Amboy to convey its train passengers 
across the river. The "States Rights" was a very powerful boat, con- 
structed especially to carry out the charter provision to maintain a 
Winter service, and soon became known as the "Ice Breaker," because 
of its ability to plow through the heavy fields of ice during the time 
of the year that the other steamboats were compelled to stop running. 
During the period just preceding the Civil War, the name was changed 
to the "United States Rights." 

Upon the organization of the new ferry company, the railroad 
entered into a contract with it for the transportation of train pas- 
sengers and certain classes of freight across the river. For each train 
passenger, the ferry company was to be paid five cents in Summer and 
ten cents in Winter, while for every hundred pounds of freight carried 
between Camden and Philadelphia the rate was six cents. 

The Camden and Philadelphia Steamboat Company began opera- 
tions in May, 1838, having its termini at Bridge avenue, Camden, and 
just below Chestnut street, Philadelphia. About two years later, 
through a special act of the Pennsylvania Legislature (April 11, 
1840), the company was authorized to hold real estate in Philadel- 
phia not exceeding an assessed valuation of $200,000 (increased to 
$300,000 in 1843), and immediately purchased the Lafayette Block 
at the foot of Walnut street. Reserving enough land for a ferry 
building and hotel, the Ferry Company transferred the balance of the 
land to the Camden and Amboy for a freight station. The hotel 
was long known as "Bloodgood's," and until 1862, the parlor of the 



24 

hotel was used as the waiting room for the railroad passengers. In 
the latter year a waiting room was erected on the Walnut street wharf. 

When the new company took hold of the ferry it found that 
the long detours necessary to get around Windmill Island,* which lay 
in the mid-channel directly between its landings on the Camden and 
Philadelphia sides, was a serious handicap to quick transportation of 
the train passengers. On February 14, 1838, the Pennsylvania Legis- 
lature granted the Ferry Company the right to cut a canal across 
the island, the lower part of which, thereafter, was known as Wind- 
mill Island, while the upper portion was called Smith's Island, after 
a family by that name who had long owned it, and later was known 
as Ridgway Park. Work on this project was commenced under the 
supervision of Charles Loss, as engineer, in 1838, and entirely com- 
pleted during March, 1840, although it had been used by boats of 
the Federal street line in October, 1839. The act provided that when 
the canal was completed and made navigable, it should be a public 
highway, subject to toll-charges to be fixed by the County Board of 
Philadelphia, the company being required to file with the County 
Commissioners of Philadelphia a detailed account of the cost of con- 
struction within sixty days after it was opened for navigation. 
Formal announcement of the opening of the canal was withheld by 
the company, with the object of preventing its use by the boats of 
rival ferries, thus making it more difficult and expensive for them 
to operate. To further cripple its rivals, the Camden and Philadel- 
phia Steamboat Ferry Company, in 1852, reduced the ferry fare to 
three cents, compelling the others to follow suit, even though they 
could ill afford the cut. This rate continued until the settlement of 
the Windmill Canal controversy, when the fare was again put back 
to five cents. t Charges and counter charges were made by the rival 
factions in the canal controversy and the papers of that day were filled 
with advertisements and communications setting forth the claims 
of the two companies most directly interested. 

The West Jersey Ferry Company waited until 1852 for the required 
public announcement, and then, under advice of Abraham Browning, 
began operating their boats through the canal, leaving the question 
of toll charges to be fought out later. This resulted in a law suit 
which was settled January 2, 1854, through an agreement whereby 
the Camden and Philadelphia Steamboat Ferry Company conveyed 

* Windmill Island was in the early days merely a shoal reaching from Cooper's 
Point southward. The lower portion by accretions gradually became high land, and 
in 1746 Harding and Son erected a hexagonal windmill on it and from this fact it 
took its name. 

t The Constitution, Woodbury, Dec. 21, 1852. 



To Huarlerly Pansengen's 

AT THE 

CAMDEN FERRIES 



The Ferry Masters have fouud it iirressarj to a<loi>t the followihg 
Regulations, which will be strictly adhered to, viz : 

Cluarterly Passengers will he changed One Dollar each ; the quarters 
beginning on the 

1st SEPTEMBER, [ 1st MJ^RCH, 

1st DECEMBER, | 1st JUNE. 

I\o reduction will be made for a fractional part of s quarter, and no 
ticket will be sold for less than one doUaiv. 

Persona, therefore, wishing the fn|l benefit of crossing quarterly, 
should apply on the first of the quarter. 

Btj order of the ferry •Ifasfers. 

Camden, Sept. 1,1844. 



Printcjl bj P J. GRAY, at the officr of the -Caiiiden Mail' 



^rtbrjru and ftttp 

TflE Sobsr.riber begs leave to inform his 
tricndi* »ud the public in general, that he 
has taken the 

FERRY ESTABLISHMENT 
AT OAIMCDEN, 

Formerly occupied by Bknjamiw Rf.evf.h, and 
lately bv .foserH En'olisb and Samuel 1). Was 
SF.L, and which is connected by 

.; LIJ^F. OF STEAM BOATS, 
With the Ferry now occupierl by ISAAC' 
HKKV ES, on the upper side of Mkiket-stieet, 
Philadelphia, where it his determination by a 
strict nnd constantj attention, to afford every 
accommodation and satisfection to tl»ose who 
m:>y favour him with their custom. 

ISAIAH TOY. 

March 22d 1828--26 -tf 
{;^ The C^tusew;iy and Bridge over Newton 
creek, are again passable. 



VILLAGE HERALD X WEEKLY ADVERTISER 



^RS AT 







UCTIO 



irrirf^ifir^ 



GftiHF subscribers give notice to the public, that they have 
iX reducRd the ferriage on board their boats plying between 
the Upper Side of Market Street and Camdek, to the 
following rates — 

Two cents for eachjnot passenger, and' 
Twelve and a-half cents for Carriages of every de- 
scription. 
The public may depend upon every attention at our Ferry, 
nnd should a further reduction of rates take place, they may 
depend upon our services at the clieapest of those who may be 

cheapest. 

REEVES & KNISELL. 

Camden, April 6, l840--8lf 

■ ' ~ CAMDEN HAIL 



25 



to the West Jersey Ferry Company a one-half interest in the canal 
and the franchise pertaining thereto, upon the latter paying its portion 
of the cost. By a joint deed delivered April 21, 1894, the companies, 
now both controlled by the Pennsylvania Railroad Company, conveyed 
all of their rights in this canal to the Federal Government, then about 
to begin the removal of the islands through which it passed. 

With the advent of the Camden and Philadelphia Steamboat Ferry 
Company, an aggressive campaign was begun by it to secure a 
monopoly of the ferry business between the two cities. A public 
announcement was made that it had commenced operating boats 
between Walnut street. Philadelphia, and their wharf in Camden, at 
the "Reduced rates of Fare contained in their Charter." This re- 
duction was immediately met by the old ferry masters and a bitter 
"rate war" was started. Notices of reduction in ferriage appeared 
in rapid succession. In April. 1840, Reeves & Knisell, for the ferry 
between Federal street and the upper side of Market street, Philadel- 
phia, and Israel English, Thomas P. Clements and Hudson Burr for 
the ferries from Market and Cooper streets, Camden, to the lower 
side of Market street, Philadelphia, advertised that the rate of ferriage 
would be "two cents for each passenger" and "twelve and one-half 
cents for carriages of every kind" and on June 3, 1840, Reeves & 
Knisell made a further reduction as follows : "Each waggon drawn 
by one or more horses, loaded or unloaded, five cents." 

As a further means of curbing the activities of the new competitor, 
the old ferries, in 1838. refused to accept the "quarterly tickets" of 
the Camden and Philadelphia Ferry. This was in direct conflict with 
the long established custom of carrying each other's "quarterly pas- 
sengers" free of charge, and brought forth a bitter reply in the news- 
papers from the new company.* 

In order to eliminate this competition, which threatened to make 
the operation of the Camden and Philadelphia Steamboat Ferry Com- 
pany unprofitable, an offer was made by it to Jacob Ridgway for 
the purchase of the ferry houses and equipment owned by him, 
which at that time was one of the two most formidable competitors. 

^A^ording to an advertisement in the West Jersey Press of May ^4, 1865. tbe 
rates of ferrule on all of the ferries to Philadelphia on and after June would be as 

follows: , ,^ Cf. 

Regular fare for each adult passenger o^ 

For each child between 4 and 12 years of age........ y'-'^ 

Package ticiiets, 34 passages on day and night boats and good ^^ 

Six months commutation ' tickets,' on day boats only, and good 

only on the ferry issuing the same *o-"" 

The rate of fare on all the ferry boats between Camden and Philadelphia w^^^^ 
on January 1, 1880, reduced to three cents a trip, or nine tickets fo^ twe"tf-n^^ ^^fjf- 
On August 26 1920! the fare was raised to four cents a trip, or eight tickets for thirty 
cents. 



26 

This purchase took place in August, 1840, and included the ferry 
property and tavern houses at Market street and at Arch street, 
Philadelphia, as well as the ferry hotel, landing and other property 
at Federal street, Camden, involving an expenditure of about three 
hundred thousand dollars. There was also included in the sale, the 
tavern property at Bloomsbury (South Trenton), the steamboat 
"Hornet" as well as the steamboats "William Wray" and "Philadel- 
phia," operated by Reeves and Knisell, who were tenants of Ridg- 
way. 

With the purchase of the various Ridgway properties the in- 
dividual ferrymen were put out of business. The ferry hotel was 
conducted by various proprietors and the ferry itself was frequently 
known by the name of the tavern-keeper. Knisell was the last of the 
proprietors of the ferry hotel, who was also interested in the operation 
of the ferry boats. He was succeeded in March, 1841, by R. C. Cake 
as proprietor of the hotel, but the latter did not have any part in the 
running of the boats, notwithstanding the location was for some time 
known as "Cake's Ferry." 

All of these improvements and expenditures had been such a heavy 
drain on the resources of the ferry company that no dividends were 
paid until about 1849. In that year those stockholders who were 
not interested in the railroad company, which was particularly bene- 
fited by the several outlays, demanded some returns on their invest- 
ment, and finally an arrangement was made whereby a dividend of 
five dollars a share was declared. In order to meet this payment, and 
to convert into cash a portion of the non-productive assets, the Ferry 
Company began to gradually dispose of some of its property. In 
1850, it sold back to the railroad company the "Railroad Hotel" and 
to numerous citizens, lots adjacent to the ferry house. 

In Camden, the regular landing for all except train passengers 
was soon changed to the north side of Federal street, the slips being 
located midway between Front street and the present Delaware ave- 
nue. The landing at the old railroad dock on the north line of Bridge 
avenue was now only used when trains arrived or departed. At the 
foot of Federal street there was a wharf called the "Long Wharf," 
which was used by the boats when the tide was too low for them to 
come to the regular landing. 

In 1863, the Ferry Company began making an extensive "fill" at 
the foot of Federal street, by which the street was extended four 
hundred feet westward. Upon the land so reclaimed, a new ferry 
house and slips were built, which, with minor changes, were used until 



27 

the present ferry house was completed. The work on the ferry build- 
ing in Camden, now in use, was started in January, 1900, and the 
structure and adjacent slips finished and used for the first time on 
June 24, 1901. The Philadelphia landing was retained at Walnut 
street until 1872, when a ferry house was built at the upper side of 
Market street. 

The original ferry equipment, consisting of the "States Rights," 
"William Wray," "Philadelphia" and "John Fitch," was soon fol- 
lowed by the "Camden," the fifth boat of this name, built in 1844 
or 1845, at the shops of "Camden Iron Boat and Steam Boiler 
Works" of Jesse W. Starr, then located on Bridge avenue below 
Second street, adjoining the depot of the Camden and Amboy Rail- 
road. Her engines and boilers were taken out of the old "Philadel- 
phia." She was the second iron boat built on the Delaware river, 
the first one being the "Appoquinnock," constructed in 1843. When 
the "Camden" was launched some of the older people asserted that 
she would go to the bottom — that her hull could not float, and many 
of those daring enough to stay on board during the launching put on 
life preservers. The next addition to the fleet was the ill-fated "New 
Jersey," built about 1836 for Robert W. Sykes, after he had pur- 
chased the Gloucester Ferry, and sold by him to the Federal Street 
Ferry, because she was too small for the Gloucester line. 

The ferry boat "New Jersey" was run between Federal street, 
Camden, and Walnut street, Philadelphia, for a number of years. On 
Saturday, March 15, 1856, she was running as a night boat on this 
line and left the Walnut street wharf about 8 P. M. The river was 
full of heavy floating ice and she had a hard time to make the canal 
between the two islands. While in the canal the boat was discovered 
to be on fire and the crew then endeavored to run back to the slip 
at Walnut street. The boat got out of the canal, the fire, in the 
meantime, burning fiercely, but the tide swept her up-stream and the 
captain then headed under full steam for Arch street wharf. She 
just touched the wharf when pilot house and engine room burst into 
flames, compelling the engineer and pilot to leave their posts and 
spreading consternation and terror among the passengers. Before 
the boat could be made fast to the wharf she was caught by the ice 
floes and, being unmanageable, was carried out into mid-stream head- 
ing towards the opposite shore, the people, in the meantime, trying 
to save themselves by jumping on cakes of ice, or into the water. 
The boat finally sunk in the New Jersey channel opposite Pearl street. 

There were over one hundred passengers aboard when the boat 



28 

left Walnut street, of whom over sixty were drowned or burned 
to death. Of those who were saved many suffered untold hardships 
before rescuing parties could reach them. Mourning reigned through- 
out the city as the bodies of the victims were slowly recovered. 

The action of the State authorities, in connection with the burn- 
ing of the "New Jersey," brought out very strongly the agreement 
of 1783 between the States of New Jersey and Pennsylvania, wherein 
it was provided that in criminal cases the offenders were to be tried 
in the State in which first arrested, or prosecuted. The directors and 
officers of the ferry company were promptly placed under arrest by 
the Prosecutor of Camden County, who had been appointed to this 
office through the influence of those connected with the railroad. 
These officials thus came under the jurisdiction of the New Jersey 
State Courts. Inquests were held by the Coroner's juries for both 
Philadelphia and Camden, the verdict of the former being that the 
deaths were the result of criminal negligence on the part of the com- 
pany in operating a boat that was entirely unfit for the transportation 
of passengers, while the Camden jury practically exonerated these of- 
ficials. These diverse verdicts led to a wordy controversy in the news- 
papers and to the publication of several pamphlets on the subject, one 
in particular, entitled, "Startling Truths Relating to the Burning of the 
'New Jersey,' " being extremely severe on the officers and directors of 
the ferry company. The Grand Jury of Camden County refused, how- 
ever, to return any indictments in the case. This catastrophe proved 
a serious set-back to the growth of Camden and caused a material, 
though temporary, decline in local real estate values. 

The next boats were the "Mary" and "Dido," built between the 
years 1851 and 1853. They were, at the time, the finest boats on the 
river and a considerable improvement over their predecessors. The 
"Mary" was re-built in 1862 and lengthened to 223 feet. The 
"Dido" was equipped with a steam "calliope," which it was soon 
found necessary to remove because the shrill noises frightened the 
horses on board. The "Delaware," built in 1864, was the next ad- 
dition to the fleet. This boat was re-built in 1875-76 and provided 
with an upper deck and cabin, after the plan of the ferry boats in 
the New York Harbor. The second cabin, proving unsuited for local 
travel, was removed in 1878. The next boats were the "Philadelphia" 
and "Camden," built in 1866; the "Pennsylvania," launched in 1874; 
the "Beverly" and "Wenonah," built in 1882; the "Camden," built in 
1896; the "Hammonton," built in 1906; the "Wildwood," put into 
service in 1911; the "Salem" and "Bridgeton," built in 1913. 



29 

Under an agreement dated January 2, 1899, and filed on April 1, 
1899, both the Camden and Philadelphia Steamboat Ferry Company 
and the West Jersey Ferry Company were merged into the Phila- 
delphia and Camden Ferry Company, but the lines were operated 
separately until January 23, 1901.* 

There was still another ferry landing at Federal street, prior to 
1800, which was known as "Wright's," or the "Lower Ferry." This 
was established by Joseph Wright, of Philadelphia, in 1786, and 
ran from Robert Wain's Wharf, below the Drawbridge, stopping at 
Windmill Island where the promoter had erected a half-way house 
and announced that "passengers would always meet with a hearty 
welcome and a hospitable fire in the cold season to warm and refresh 
themselves, while w^aiting for an opportunity of evading those large 
fields of ice which generally float up and down with the tide and 
obstruct the passage during the winter." Little else seems to be 
known about this ferry. 

In 1765, Arthur Donaldson, brother-in-law of Joseph Kaighn, an- 
nounced that he had opened a ferry to accommodate "all Gentlemen, 
Travellers, etc., passing from Point Pleasantf in New Jersey, to 
Philadelphia, and the District of Southwark, opposite to it. This 
ferry was operated in conjunction with the tavern or inn of Margaret 
Donaldson, known as the "Sign of Admiral Keppele," located between 
Old Swedes' Church and the fort on the river. In 1767, Arthur 
DonaldsonJ offered for sale a valuable water lot and wharf "in the 
District of Southwark" and said that "it is very convenient whereon 
to erect a Ferry (for which it is now used), it being opposite the ferry 
lately erected in New Jersey." How long this ferry was continued, 
the records do not disclose, but from subsequent events it was prob- 
ably abandoned at the beginning of the Revolution, and for the next 
thirty-five years this section of the present Camden was without any 
regular ferry accommodations. 

The first regular ferry to be continuously operated from Kaighn- 
ton to Philadelphia was established by Joseph Kaighn in 1809, when 
he placed a passenger boat in service. About the same time, he 
leased the old house at the southeast corner of Front street and 



* As indicating the growtli of the ferry traffic, the following figures quoted from 
"The New Republic" are interesting: 

The Camden and Philadelphia Steamboat Feri-y Co. carried in 1867, 2,200,000 
passengers, including passengers on the West Jersey and Pemberton trains. 

The West Jersey Perry Co. in the same period carried 740,726 passengers. 

The Cooper's Point Ferry carried 202,262 passengers including those for the At- 
lantic City trains. 

These figures are exclusive of the free passengers carried. 

t Point Pleasant was another name for what is to-day known as Kaighn's Point. 

t The Pennsylvania Chronicle, June 1, 1767. 



30 

Kaighn avenue to Christopher Medara, who estabHshed therein 
the "South Ferry Hotel." It is not definitely known whether Me- 
dara had any direct interest in the operation of the ferry, but from 
the fact that the subsequent lease of the ferry privilege was made by 
Joseph Kaighn it is to be assumed that Medara's interest therein was 
merely nominal, if any. The landing in South Camden was at the 
foot of what afterwards became known as Ferry street, which started 
at a point on Kaighn avenue one hundred feet west of Second street 
and touched the river just south of the present Kaighn avenue, while 
the landing in Philadelphia was at the foot of Queen street (South- 
wark). In 1815, the Pennsylvania and New Jersey Steamboat Com- 
pany was chartered by both States and leased this ferry privilege 
from Joseph Kaighn for a term of ninety-nine years, upon the condi- 
tion that the lease should be invalid if a ferry was not maintained 
by the lessor. The company secured from Messrs. Fulton and 
Livingston, who claimed the sole right of running steamboats in the 
United States, the exclusive privileges for the Delaware river within 
five miles of Kaighn's Point, thus restricting all other ferries to the 
use of "team boats," until the claim of Fulton and his associates was 
overthrown by the United States Supreme Court. The company im- 
mediately built and put into service the "Union," a double-hull boat 
similar to the "John Smith," which in later years ran to Smith's 
Island. At that time it was probably the most complete ferry boat 
on the river. The landing in Philadelphia was first at Washington 
street (Southwark), and later at South street. The company soon 
got into financial difficulty and was compelled to take off the "Union." 
In order, however, to retain its lease a small boat called the "Norris- 
town," originally built in 1821, to run on the Schuylkill from Phila- 
delphia to Norristown,* was put into operation. Exactly when this 
company ceased its activities is not known, but from an announce- 
ment made by its secretary, J. Y. Bryant, in November, 1823, we 
learn that its steamboat was running from South Street Ferry to 
Kaighn's Point at that time.f 

In 1821 the widow of Clement Reeves J purchased the hotel prop- 
erty and claimed the ferrying privileges attached thereto. This was 
resisted through the courts, but was finally decided in her favor on 
the ground that the ferry had been practically abandoned. In con- 

* See Poulson's "Daily Advertiser," May 11, for an account of this boat. 

§ Ttie Gloucester Herald, Nov. 26, 1823. 

+ In the Philadelphia Directory for 1817, Clement Reeves was listed as an inn 
and ferry keeper at the north side of High street wharf, Philadelphia. He died in 
1819 of yellow fever and was succeeded by his widow, Sarah, who continued its opera- 
tion until 1821. 



31 

junction with her sons, Israel and Joseph, she operated the ferry until 
1828, when it was sold, together with the hotel, to Ebenezer Toole, 
by whom it was conducted until his death in 1851, and by his heirs 
until 1852, and then conveyed to the South Camden Ferry Com- 
pany.* As late as 1852, the ferry boats landed within a few hundred 
yards of the hotel. In 1829 Toole advertisedf that the Kaighn's 
Point Steamboat Ferry was operating two steamboats between South 
street, Philadelphia, and the "Point." 

Toole was a brother-in-law of Richard Fetters and formerly lived 
in Philadelphia. He is first noticed in connection with Camden affairs 
when he took over the operation of the Cooper street ferry in 1820. 
As already noted he was very active in civic matters and throughout 
a long career was a useful and energetic citizen. He died July 9, 
1851, aged 67 years. 

The Reeves', during their regime, built the "New Jersey," nick- 
named the "Scrubbing Brush," or "The Trutle," because of its extreme 
slowness. Shortly after Toole acquired the ferry, he built the 
"Kaighn's Point" and "WilHam Champion." WilHam Champion, who 
conducted the hotel at the foot of South street, Philadelphia, soon 
became a partner in the ferry to Kaighn's Point and continued as 
such until 1841, when Toole bought out his interest. The landing 
on the Philadelphia side was at South street, while on the Camden 
side it was still just below the present Kaighn avenue. 

In August, 1851, public notice was given that after the 22d 
instant the rates of ferriage between Kaighn's Point and South street 
would be as follows : 

Two horse wagons, of every description 25 cts. 

One " " " " " 20 || 

Foot passengers over ten years old 3 

" " " five and under ten years. ... 2 

Children under four years of age, no charge. 

The South Camden Ferry Company was organized on March 4, 

1851, by Charles Kaighn, William Griffith and Joseph M. Kaighn, 
and took over the Toole property. The new ferry company used the 
old landing at Ferry street for a short time, when, through an agree- 
ment with the City of Camden, it secured the use of the foot of 
Kaighn's avenue for a ferry landing, conditioned upon the payment 

* Under the will of Sarah Reeves, title to the property passed to her children, 
Israel, Joseph, Ann and Sarah. On January 3, 1828, Israel Reeve, as executor, 
transferred the same to Ebenezer Toole. The latter dying intestate, the title was 
vested in Matilda, Paulin, Julia Toole Couzens and Elma Toole, who on June 22, 

1852, executed a deed to the South Camden Ferry Co. 

t "American Star and Rural Record," Jan. 29, 1829. 



• 32 

of an annual rental of one dollar a year. In 1853, the company built 
a new wharf at the foot of this street, which with its filling extended 
five hundred feet into the river. Ferry street was vacated by an 
ordinance adopted November 29, 1853. The ferryboat "Stephen 
Girard" was now built by the new proprietors and with the "William 
Champion" furnished the ferrying facilities for South Camden. 

The South Camden Company was unable to stand the financial 
strain which its many improvements involved, and in 1858, Henry 
B. Wilson and Joseph M. Kaighn were appointed receivers. They 
operated the ferry for the creditors and stockholders for several 
years and were largely instrumental in organizing the Kaighn's Point 
and Philadelphia Ferry Company to take over the old company. 
The new corporation was formed March 15, 1859, with Joseph M. 
Kaighn, Stephen Coulter, Joel Bodine, George Browning, Henry 
Allen, John Cooper and Charles Kaighn as incorporators. The new 
company had some difficulties in completing the sale of its stock and 
it was not until June, 1861, that the formal transfer of the ferry 
property was made to William Griffith and Henry B. Wilson, as 
agents for the new owners. The consideration was $30,000. 

The "Rebecca Howell" was built for the Kaighn's Point Ferry 
in 1868, using the engine formerly in the "Stephen Girard," in the 
new boat, and was in active service until about 1876. The next ad- 
dition to the ferry equipment was the "Eagle," purchased from the 
United States Government in 1866 or '67. The boat had formerly 
belonged to the Red Bank Ferry Company and ran between South 
street, Philadelphia, and Red Bank, New Jersey. The boats running 
to Kaighn's Point in 1869 were the "William Champion," "Rebecca 
Howell" and "Eagle." The next boat was the "Agnes," equipped 
with the engine out of the "Eagle," and launched in 1872. 

In the summer of 1873 Brown Brothers & Co. purchased from 
Zopher C. Howell and William Griffith a controlling interest in the 
ferry company, and at their request Mr. Howell, who had been presi- 
dent for many years, was prevailed upon to continue in the same 
capacity under the new owners, and Charles B. Coles was made 
superintendent. The stock purchased by Brown Brothers was placed 
in the name of J. S. Schultz, who was also president of the Man- 
chester and Camden Railroad Company. The new owners at once 
began making extensive improvements, including new boats and 
terminals. The boats added were the "General J. S. Schultz," launched 
in 1875, and the "Colorado" (now the "Atlantic City"), built in 1883. 

The original capital stock of the Kaighn's Point Ferry Company 



33 

was very small, and after Brown Brothers had made the extensive 
improvements, they organized the Delaware River Ferry Company 
with a larger capitalization, the new company taking over all the 
holdings in the old corporation. On March 12, 1888, the Philadel- 
phia and Reading Railway Company purchased the Brown Brothers 
& Co.'s interests in the ferry company. 

With the transfer of the ferry to the Reading interests, the 
Kaighn's Point line added another boat to its fleet, the "F. P. James,'' 
and during the summer of 1888 two additional boats, called "Peconic" 
and "America," making five in all for the South and Chestnut street 
ferries— "General J. S. Schultz," "Colorado," "F. P. James," "Pe- 
conic," "America," with one boat, the "Agnes," in reserve. The 
"Agnes" was sold about 1889 or '90, and the "Peconic" and 
"America" about 1890 or '91. 

Of the ferry boats so familiar to the travelers of the present day, 
the "City of Reading" was buiU in 1889, the "Philadelphia" was put 
in commission in 1896, the "Cape May" in 1901, the "Ocean City" 
in 1903, the "Mauch Chunk" in 1906 and the "Delaware" in 1914. 
The "Mauch Chunk" was built in 1893 for the Central Railroad of 
New Jersey and purchased and put into commission on the Kaighn's 
Point Ferry in the year above named. 

The ferry house at Kaighn's Point was rebuilt in 1879-1880, and 
was used until burned down in 1891. On January 3, 1914, fire again 
visited the ferry house and entirely consumed it, necessitating the 
erection of the temporary structure used since that time. 

The next ferry was at the foot of Bulson street, and was started 
in 1877, upon the completion of the Philadelphia and Atlantic City 
Railroad, to transfer its train passengers to Pier 8, below Chestnut 
street, Philadelphia. The sidewheel steamboat "Pilot Boy" was the 
first boat used, and the "F. P. James," a double-deck ferry boat brought 
here from New York, the last. This ferry was abandoned, except as 
a car-ferry, upon the Reading Company securing control of the Cam- 
den, Gloucester and Mt. Ephraim Railroad which gave it trackage 
rights to the Kaighn's Point Ferry. 

In May, 1889, a ferry was started from the foot of Cooper 
avenue (now Twenty-seventh street), to Otis street, Philadelphia, 
for the accommodation of those residents of the North Cramer Hill 
section employed in the industrial establishments in the Kensington 
district of Philadelphia. The originator of this ferry was John 
Morgan. A few years later the North Cramer Hill Ferry Company 
was organized and Patrick Handbury became associated with Morgan 



34 

in the project. John Morgan died in 1917 and his son, James, took 
his place in the company. For over twenty-five years the little 
steamer "Riverside," of honored memory, carried the passengers on 
this line, there never being any facihties for vehicular travel provided. 
After the parks on the East Side and along Fish House Cove ceased 
to be profitable and were closed up the ferry was abandoned. In 1921 
regular ferry service was again resumed to Otis street, Allegheny 
avenue and Arch street, Philadelphia. 

While outside the present city limits it is interesting to note that 
as early as 1859 an unsuccessful attempt was made to organize and 
operate a ferry from Pea Shore Cove (Fish House) to Philadelphia. 
This project was to be known as the Pea Shore Ferry Company. 



LIBRftRY OF CONGRESS 



014 205 168 



